Motor



(NoM-ofel.) 3 Sheets--Sheet 1.

H. H. VAUGHAN.

MOTOR.

bla-589,105. PatentedA Aug. 31,1897.

(No Model() 3 Sheets-Sheet 2.

H. H. VAUGHAN. MOTOR.

No. 589,105. Patented Aug. 31,1897.

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3 Sheets-Sheet 3.

(No Model.)

H..H.VAUGHAN.

MOTOR.

No. 589,105. Patented Aug. 31,1897.

Mzsses.

r@ L M. l? zfw v ms mams PETERS co, PHoTu-Llwa'.. WASHINGTON. n. c4

UNITED STATES PATENT OFFICE.

HENRY I'I. lVAUGHAN, OF ST. PAUL, MINNESOTA.

M OTO R.

SPECIFICATION forming part of Letters Patient No. 589,105, dated August 31, 1897'.

Application led October 17, 1896. Serial No. 609,238. (No model.)

To all whom it may concern.-

Be it known that I, HENRY ILVAUGHAN, a citizen of Great Britain, residing at St. Paul, in the count-y of Ramsey and State of Minnesota, have invented certain new and useful Improvementsn Air-Motors; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the saine.

My invention rela-tes to multicylinder oscillating engines, and has for its especial object to provide an engine of the above class adapted to run at very high `speed and especially adapted for operating a portable boring-tool or similar device.

To this end my invention consists of the novel devices and combinations of devices hereinafter described, and defined in the claims.

The preferred form of my invention, shown as designed to be held in the opera-tors hands and to operate an augeror similar tool, is illustrated in the accompanying drawings, wherein, like letters referring to like parts throughout the several views- Figure l is a view in side elevation, showing myimproved engine designed for the purpose above set forth. Fig. 2 is a view, principally in plan, but with some parts broken away and others shown in horizontal section, of the device illustrated in Fig. l. Fig. 3 is a Vertical section taken substantially on the line X3 X3 of Fig. 2. Fig. 4 is a view taken principally 011 the section-line X4 X4 of Fig. l, but with some parts shown in full, others broken away, and still others removed; Fig. 5 is a planview of one of the chambered trunnions removed from the framework. Fig. G is a transverse vertical section through one of the radial arms of the spider-like machineframe, taken on the line X6 X6 of Fig. 4; and Figs. '7 and 8 are views in transverse vertical section, taken, respectively, on the irregular lines X7 yand Xa y of Figs. 2 and 4, some parts being shown in full;v v

Referring in detail to the construction shown A indicates a spider-like frame formed with three radial arms a a2 a3 and a hollow feed-stem or supply-pipe at. The feed-stem or supply-pipe crt terminates at its inner end in the valve-seat a5,which opens into a chamradial arms a d2 a3 terminate in trunnionseats a7,which, as shown, are formed by halfsplit sections, the in turned ends of which are clamped to the bodyA of the arm by means of machine-screws as. Each of the said radial arms a a2 a3 is formed with an internal passage a,whicl1 runs longitudinally through the same from the chamber a to the trunnionseat a7 thereof.

The passage in the valve-seat a5 is adapted to be opened and closed at will by means of a throttle-valve b, which works through a stuffing-box am, secured on one side of the feed stem or pipe at. The throttle-valve is operated by means of a throttle-lever b', pivoted to lugs a, projecting from the hollow stem a4. This throttle-lever works at its inner end through a perforation orseat formed in the outer end of the plunger Z) and at its outerend runs close to said tube c4. /Aspring b2, secured to the outer end of tl/ie lever b and bearing against the tubular section a4, serves normally to hold the throttle-valve Z9 in its closed position. As shown, the outer end of the tubular section a4 is provided with screw-threads am, to which by aunion (not shown) an ordinary hose or other iiexible iiuid-conveyin g connections may be attached.

In a suitable bearing or seat formed partly in the casting A and partly in a removable boXsectiou als is rotatively mounted a crankshaft c. This crank-shaft c is lixed against endwise movelncnt by means of a pair of collars c' c2, formed thereon and working, the former against the forward edge of the boxseotion @wand the latterin a suitable grooved seat formed partly in the casting A and partly in the box-section cl3. On the rear end of the crank-shaft c is forni ed or rigidly secured a crank-arm c3, which carries a crank-pin c4 and a counterbalance c5. On its forward end the shaft c is shown as provided with screwthreads c6, which are adapted to engage corresponding threads cut ina-bit-stock c7, As shown, a bit or auger e8 is removably secured in the bit-stock c7 by means of a setscrew c.

In each trunnion-seat a of the radial supporting-arms a a2 a3 is rigidly secured one end of a cylindrical chambered trunnion f.

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These trunnions are all identically alike and are each formed into two chambers f' and f2 by means of dividing-partitions f3. The chamber f2 is left open to the atmosphere, while the forward end of the chamberf' is tightly closed by means of a plngf4. Three ports or peripheral fluid-passages f5, f, and f7 are formed in each trunnion f, as clearly shown in Fig. 5, of which passages f5 and f6 open into the chamber f/, while the passage f7 opens into the chamberfg. The exact relations and relative location of these port-s with respect to each other will be more particularly pointed out later on in the description of the operation of the device, and it is only necessary to here note that when the trunnions are secured in working position in the seats (tithe ports f5 will register with the cooperating passage a of the particular supporting-arm.

Supported by the arms c' a2 a3, respectively, are oscillating engines marked l, 2, and 3, and involving each a cylinder g and a pistonrod g. The inner ends of these cylinders are provided with perforated heads g2, which open t0 theatinosphere, and the outer heads of said cylinders are each provided with a pair of ports g3 and g4. The cylinders g are also formed with cylindrical laterally disposed bearing-heads g5, which, as shown, are formed integral with the cylinder and project outward from the rear heads of the cylinder. The perforated cylinder-hezuls g2, working on the piston-rods y', serve to hold the inner ends of the cylinders g concentric to the said piston-rods throughout the reciprocating movements of the pistons.

When the oscillatory cylinders are placed in position, their bearing-heads g5 ar'e pivotally mounted on the projecting` .portions of the trunnions f', as shown in the drawings, and the inner ends of the piston-rods are all connected to the common crank-pin c4. This connection of the piston-rods to the crank-pin c4 is not direct, butis made to a sleeve gfgwhich in turn is loosely mounted on said crank-pin c". As shown, the inner end of the pistonrod ofthe engine marked l is left straight and is pinned to the loose collar go, while the inner ends of the piston-stems ot' the other two engines (marked 2 and 3) are loosely secured on said sleeve and are bent, respectively, one toward and the other from the crank-arm c3.

It will be noted that the projecting ends of the hollow trunnious fand the projecting end of crank-pin c" are flanged, so as to hold the parts mounted thereon in working position or against lateral movement.

It will be noted that the arm a projects from the casting A in an opposite direction from but in line with the hollow supply pipe or tube al. A rod or stein 7.3, which, as shown, is formed integral with the arm a', projects outward from the end of said arm and is covered by a handpiece 7c.

The device is adapted to be handled by taking hold of the handpiece 71;/ with the left hand and gripping the feed pipe or stern cui with the right hand. \Vhen thus held, the operators lingers will embrace the outer portion of the throttle-lever o', so that he is at liberty by pressing on the same to operate the throttle-Valve ZJ at will.

As already indicated, the device is adapted to be held in the operators hand by gripping the handpieee 7c' with one hand and the combined handpieee and supply-pipe a4 with the other. When thus held, the auger or bit e8 may be held and guided to its work and may be readily moved from one point to another, the only limitation being of course the length of the fiexible Fluid-supply hose, (not shown,) but which, as already indicated, extends from some suitable source of Huid-supply under pressure and is connected to the end of the said feed-stem d".

As indicated by the arrowsmarked on Figs. l, 7, and 8, the oscillating engines when in action are adapted to turn the crank-shaft c in the proper direction to operate a boring-tool which is formed with a right-hand spiral or cutter.

The operation ol' the device is substantially as follows: It is probable that compressed air would usually be employed to operate this device, and we may assume this to be the case in the present illustration. The operator, having properly positioned the auger or other tool for work, throws the engines into action by pressing on the outer end of the throttlevalve lever b', thereby opening the valved passage a and letting in the compressed air to the chamber a, from whence the said air passes through the radial passages a9 of the supporting-arms into the closed chambers f of the trunnions f. Let it be assumed that when the air is thus admitted the engines stand in the positions shown in the drawings. Attention is here recalled to the fact. that in Fig. 7 the section is taken through the cooperating ad mission-ports f6 and g3, formed in the trunnionsf and cylinders g, respectively, while in Fig. the section is taken through the cooperating exhaust-portsf7 and g of said trunnions j" and cylinders g, respectively.

Referring to Figs. 7 and o, it will be i oted that the engine marked l stands with its piston-stem on a dead-center with the crankarm c3, in which position the cooperating eXhaust-ports/"Tand g4 have just been closed, while the cooperating. admission-ports f g3 still remain closed, but stand in such position that they will be immediately opened hy the oscillatory movement of the cylinder under the advance movement of the crankshaft. Again, it will be noted that the cooperating admission-ports of the engine marked 2 are closed, while the cooperating exhaustports f7 g4 of the same are open, so as to permit the free outstroke of the piston; and, again, it will be noted that the cooperating exhaust-ports f7 g4 of the engine marked are closed, while the cooperating admissionports f6 g3 of the same are open, so as to ad- IOO IIO

mit air to the cylinder thereof back of the piston.

From the above it will be seen lthat in the exact positions illustrated the engine marked 3 is alone active-that is, acting to force the movement of the crank-shaft. At this particular interval, however, the crank-arm c3 stands in such relation to the piston-stem of the engine 3 that nearly the maximum power of the engine is applied on the crank-shaft, and at the next succeeding interval as the eifective power of the engine 3 on the crankshaft diminishes the engine l is rendered active, and its force on the crank arm and shaft is applied with an accelerating action, which gradually increases as the effective force of the engine 3 decreases. When the piston of the engine 3 reaches the dead-centerof its inward stroke, both the admission and the exhaust ports of the same will for the instant be closed, but at this interval the engine l will be applying substantially its maximum effective force on the crank-shaft, and will continue to so act until the engine 2 has been moved by the idead-center of its outward piston stroke, and in turn caused to commence its accelerated action on the crankshaft. It will thus be seen that the combined action of the engines produces substantially an unvary'ing rotating force on the crankshaft, and that the proper actions of the admission and exhaust ports` are effected automatically by the oscillating movements of the engines under the movement of said crank-shaft.

It is exceedingly important to note that the cooperating admission and exhaust ports of the hollowT trunnionsfand of the cylinders g are so located that they will be tightly pressed together by the reaction of the pistons strokes. Hence a tight joint between the cooperating ports of the trunnions and the cylinders is always insured, and a considerable wear of the said parts will be compensated by this action. Attention is also called to the fact that by loosening the machinescrew as so as to relieve the tension of the trunnion-seat 61.7 the said trunnion jmay be rotatively adjusted, so as to bring the ports 5o fsf thereof into the properrelation with the ports g3 g4 of the cooperating cylinder.

It will also be noted that the ports f6 f7 of the trunnions f and the ports g3 g4 of the cylinders g are laterally elongated, so as to give very quick port-openings and cut-off under the oscillatory motion of the said cylinders.

The purpose and action of the sleeve g6 on the crank-pin c4 should also be further considered. As this sleeve g6 is secured to one 6o of the piston-rods it will be caused to make one complete revolution on the crank-pin under each revolution of the crank-shaft, while the two piston-rods, which are loose on said sleeve,have but a very slight oscillatory movement thereon. Hence the main wear will be between said sleeve g5 and the crank-pin g4. This of course' is desirable, as the comparatively long collar affords a much better wearing-surface than the thin heads of the pistonrods.

y yVhile the above-described device is especially adapted to be operated by compressed air or steam, it may be operated by any fluid underpressure.

It will also be understood that various alterations in the details of construction above set forth may be made without departing from the spirit of my invention.

What I claim, and desire to secure by Letters Patent of the United States, is as follows:

l. In a m ulticylinder oscillating engine, the combination with the frame :formed with radial supporting-arms, one of which is provided with an extended handpiece, of a combined handpiece and feed-stem extending diametrically opposite to said projecting handpiece, and a throttle-valve in said combined feedstem and handpiece, operated substantially as described.

2. In a multicylinder oscillating engine, the combination with the spider-like frame, formed with radial arms which terminate in trunnion-seats formed by half-split sections, the inturned ends of which are adapted to be clamped to the body of the arms, and the chambered trunnions clamped in said seats and serving as pivots for the oscillating engine, substantially as described.

In a multicylinder oscillating engine, the combination with the spider-like frame, formed with three'radial supporting-arms,one of which is provided with a projecting handpiece, and all of which terminate in trunnionseats formed by half-split sections with inturned clamping ends, of the hollow trunnions mounted in said seats and constituting pivots for the oscillating engines, the combined handpiece and feed-stem projecting from said spider-like fram e, diametrically opposite to said projecting handpiece, and a throttle-valve in said combined handpiece and feed-stem, operated substantially as described.

In testimony whereof I aflix my signature in presence of two witnesses.

HENRY H. VAUGl-IAN.

NVitnesses:

JAs. F. WILLIAMSON, F. D. MERCHANT.

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